Valve mechanism for engines.



' W. L. WAYRYNEN.

VALVE MECHANISM FOR ENGINES.

APPLICATION FILED JUNE 25, 1907.

Patented Sept. 15,1908.

2 SHEETS W/ TNESSES INVENTOR- MZZz'am Z. 772 491 97164 WWW ' ATTORNE rsW. LI WAYRYNEN. VALVE-MECHANISM FOR ENGINES. APPLIOATICI; mum JUN; 25,1907.

Patented Se t. 15,1908.

2 SHEETS-SHEET 2.

48 I n L PU W/ TNE SSE S WILLIAM L. WAYRYD TEN, OF DOLPH, SOUTH DAKOTA.

VALVE MECHANISM FOR ENGINES.

Specification of Letters Patent.

Patented Sept. 15, 1908.

I Application filed June 25, 1907. Serial No. 380,762.

To all whom it may concern:

Be it known that 1, WILLIAM L.-. WAYRY- NEN, a citizen of the UnitedStates, and a resident of Dolph, in the county of Hamlin and State ofSouth Dakota; have invented a new and Improved Valve Mechanism forEngine-3, of which the following is a full, clear, and exactdescription.

This invention relates to certain improvements in valve mechanism forengines, and is especially adapted for internal combustion 611 11168.

The object of the invention is to provide means whereby the exhaustvalve is automatically opened at the end of the exhaust Stroke and heldopen by the escaping gas while the piston is completing its exhauststroke.

A further object of the invention is to provide means whereby the inletvalve is positively prevented from opening while the exhaust valve isopen, and to provide means for controlling the speed of the engine byholding the exhaust valve open and the inlet valve closed when theengine attains too high a speed.

The invention consistsin certain features of construction andcombinations of parts, all of which will be fully set forth hereinafterand particularly pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in both the figures, and in which 7 Figure 1 is alongitudinal section through a portion of an engine provided with valvemechanism constructed in accordance with my improved invention; Fig. 2.is aside elevation of thegovernor rod; and Fig. 3 is a side elevation ofthe complete engine.

My improved valve mechanism is adapted for use in connection with anyform of engine, but is more particularly adapted for use in connectionwith internal combustion engines. In the accompanying drawings I haveillustrated an engine having a cylinder 10 provided with a'water jacket11, and having a piston. 12 operating within the cylinder. A cylinderhead 13 closes the outer end of the cylinder and is provided with theinlet and exhaust ports and valves, whereby the 1' flow of the motivefluid may be controlled/ The cylinder head is preferably hollow, and thespace therein and surrounding the inlet exhaust valve.

and exhaust ports may communicate with 15, which latter receives theexplosive mixture through a supply pipe 16. Th inlet valve 14 is carriedby' a valve stem .7 extending out through the end of the cylinder 4 walland having a head 18 forming a stop for a coil spring 19 encircling thevalve rod. The-spring tends to hold the valve in its closed position,but readily permits the opening of the valve by the suction pressurewithin the cylinder at the time the piston starts on the suction stroke.The position of the head upon the valve stem 17, and, therefore, thetension of the spring 19, may be readily adjusted by means of a suitablenut 20 at the outer end of the valve stem. The exhaust valve 21 issimilar in construction to the inlet valve 14, and is carried by a valvestem 22 extending out through the outer wall of the cylinder head. Theexhaust port communicates with an exhaust passage 23 in the cylinderhead. The cylinder is provided withan auxiliary exhaust port 24, so

disposed as to be uncovered by the piston at the end of the explosionstroke, and this port communicates with a by-pass 25 leading to theexhaust passage 23 adjacent the main exhaust valve 21.

Mounted upon the cylinder head is a valve casing 26 having a valve seatfor a valve 27 mounted upon the valve stem 22 of the main 7 The valve 27is preferably larger than the valve 21, and as both are rigidlyconnected to the same valve stem, it is evident that they operatesimultaneously. Thevalve seats are so disposed that the two valvesareseated at the same time, and the passages are so constructed that theexhaust gases except such as escape through passage 25 in order toescape from the engine must pass the two valves in succession. Thechamber in. the valve casing 26 communicafes by a passage 28 with theexhaust passage 23 of the cylinder head, and the chamber 29 below thevalve 27, that is, upon the I. exhaust side thereof, communicates with aport. 30 leading to the outside atmosphere, or, if desired, to amulfler. The outer end of the valve stem 22 is provided with an enlargedhead 31 having a passage therethrough and forming a yoke for purposeshereinafter set forth. The head is rovided with a" flange forming a seatfor a co spring 32, which nor mally tends to hold the valves 21 and 27in theirelos'ed positions, In the operation of this portionof'myinvention, the piston at the end of the explosionstroke uncoversthe port 24'and permits the exhaust gases to flow through the by-pass25mm, the passage '23 and the passage28. The gases in'the passage 23neutralize the pressure againstthe valve 21, that is,render,the-pressure'upon the opfposite sides thereof identically thesame, and the exhaust gases within the passage 28 act upon'the valve 27and in opposition to the spring 32 to open this valve and also the valve21 operatively connected thereto: The

gases then escape from the engine'past the valves 21 and 27 insuccession. As the pise ton closes the auxiliary exhaust port 24, theposition of the valves is in no way affected, as so long as the valve 21remains open the flow of the exhaust gasesagainst the valve 27 on theirway to theport-30, holds the valve 27 open, and, therefore, holds openthe valve 21.

At the end of the exhaust stroke when the piston starts upon the suctionstroke, the

pressure against the valve 27 being relieved,

the spring 32 closes this valve, as well as'the valve 21. The suctionpressure causes the inlet valve 14 to open in the usual manner and anew' charge is taken in, then compressed and ignited in the usual mannerby any suitable igniter 13*. At the time of the explosion, the valve 21cannot open'as the pressure upon the o posite side of the valve27 is thesame,-an the entire pressure exerted u on the. valve 21 tends to closethe same. T us, the valves 0 erate entirely automatically and the severavalves are automatically held open for the desired length of time.

. For positively controlling the valvesand in order to regulate thespeed of the engine,

ment with the end 31 of the valve stem of the exhaust valve, the leverarm being provided with a branch arm 34 forming a catch for holding theinlet valve closed and having a portion thereof adapted to be engaged bya separate catch, the position of which is determined by the speed ofthe engine.

As illustrated, the cylinder head is provided with a cylindrical casing'35 inclosing the outer end of the inlet valve stem, and provided withone or more outwardly-extending lugs or ears to which is pivotallyconnected the lever arm 33. The casing is prov('55 vided witha slot inone side thereof, and

arm in its lowered position.

the head 18'of the inlet valve stemis provided with a lug 36extendingout through this slot; The branch arm or catch 34 of the leverarm 33 is so constructed that by the movement of the lever arm 33, theend of the catch may be brought into or out of the slot and thus bycooperating with the lug 36, permit or prevent the opening of the inletvalve by suction pressure. The head 31 ofthe exhaust valve stem isprovided withan opening through which extends the lever'arm, and theupper and lower walls of the opening are so constructed as to permit arocking or tilting, as well as a slight sliding motion, of the lever armin respect to the head. The lever arm extends a slight distance beyondthe head 31, and the free end is so constructed that it may be engagedby a pivoted'catch to. positively hold the lever This catchreferablycomprises a bell crank lever 38 aving a shoulder 39, beneathwhich the end 37 of the lever arm may engage, and

havin a horizontally extending portion 40 by. w ich the bell crank levermay be operated. The lower surface of the end 37 and the portion of thebell crank lever above the shoulder 39 arebeveledso' that theparts mayslide past each other while traveling in one direction, vbut beprevented from return movement. j

"The engine is provide with any suitable form of centrifugal governoroperatively connected to a controlling rod' 41 and serving to move therod longitudinally by variations in the speed of'the engine; The rod 41is operatively connected to the bell-crank lever 38 to operate thelatter, and this connection preferably includes a'lost motionconstruction. As shown, the rod 41 is screw-threaded to a hollow sleeve42, the end of a rod 43 held in alinement with the rod 41 and pivotallyconnected to. the outer end of the bell crank lever. Surrounding the rod43 and having one end in engagement with the sleeve 42, and the otherend in engagement'with a flange or shoulder on the rod 43, I provide acoil spring 44 normallyholding the parts in the position indicated inthe drawings. For moving the rod 41 longitudinally and controlling. the

into which extends lot position thereof in accordance withthe I speed ofthe engine, any suitable governor may be employed. In Fig. 3 I haveillustrated one form in which there are provided'pivoted arms 45 mountedwithin a fly wheel 46 and having balls or weights 47 at the outerendsthereof. The balls are normally drawn towardthe crank shaft 43- by Ithe action of a suitable spring 49. Mounted upon the crank shaft,intermediate the crank case and the fly wheel, is a sliding collar 50having two annular grooves therein, one of the grooves serving for thereception of the inner end of the arms 45, and the other servsas,so7

lever 51 pivoted to the crank case andto'the rod 41. As the speed of theengine increases,

the arms ,are thrown outward and the collar, drawn toward the fly wheel.

The move ent of the collar causes a movement of the bell crank lever 51and an upward movement of the rod 41. In the operation of this portionof my invention, the rod 41 is moved longitudinally by variations in thespeed of the engine, and when the speed exceeds a predetermined limit,the rod 41- is moved upward to such an extend that the shoulder 39 ofthe bell crank lever is brought into the path of movement of the end 37of the lever arm. If at the time that the shoulder 39 is moved laterallya suitable distance to interfere with the operation of the lever arm thelatter happens to be above the shoulder, it may slide past the shoulderdue to the cam action of the engaging parts I and the compression of thespring 44. With the end of the lever 33 below the shoulder,

- the return movement is positively prevented and the inlet valve is,therefore, positively -held in its open position. The catch 34 engagesbelow the lug 36 and positively holds the inlet valve from opening..VVith the parts in this position, the admission of a fresh fuel chargeis positively prevented and the movement of the piston merely servestodraw in and force out non-explosive gas through the exhaust valve. Assoon as the speed decreases below a predetermined limit, the rod 41 islowered and the shoulder 39 brought out of engagement with the lever.arm, and the free movement of the latter, as well as the inlet andexhaust valves, is permitted. v

' By constructing an engine as above described, I eliminate all gears,pinions, rollers, cams, .&c., for operating the valves and permit themto be operated solely by pressure. The valves are thus entirelyautomatic in their operation, and as their operation depends uponpressure, it is evident that the engine may be operated equally well ineither direction. The engine is automatically controlled by controllingthe operation of the valves, an d no fuel charge is wasted-when thegovernor operates to reduce the speed. When the governor operates toreduce the's eed, the engine 'draws in and exhausts reely through theexhaust port, and it is impossible for the-formation of any excessivepres sure or any partial vacuumto unduly retard the speed. The cold airtaken in through the exhaust port helps to cool the engine,

thus aiding the water jacket in the performance of its function.

Having thus described my invention, I

claim as new andv desire to secure by Letters Patent:

1. In'an engine, a cylinder having an inlet valve, a valve stem carriedthereby and extendin to the exterior of the'eylinder, a casing inc osingthe outer end of said valve stem and having an opening in the sidethereof, a

lever ivoted to said casing and having a por tion t ereof adapted toenter said opening to en age with 7 said valve stem, an exhaust va ve, avalve stem therefor, and engaging with said lever to intermittently moveit into and out of engagement with said inlet valve stem, and means adated to engage with said lever to cause the fatter to lock the inletvalve in its closed position when the engine exceeds a predeterminedspeed.

2. In an engine, a cylinder having a springpressed inwardly openinginlet valve, a spring-pressed inwardly opening exhaust valve, valvestems for each of said valves extending to the exterior of saidcylinder, a casing inclosing the outer end of one of said valve stemsand having an opening in the side thereof, a lever pivoted to saidcasing and having portions thereof adapted to engage with both of saidvalve stems, and looking mechanism for engaging with said lever to holdthe inlet valve closed and the exhaust valve open when the engineexceeds a predetermined "speed.

3. In an engine, a cylinder having an inlet valve, an inwardly-openingexhaust valve, a valve stem for said exhaust valve and extendingexteriorly of said cylinder, a spring for normally closing said exhaustvalve, a pivoted lever having one end thereof in engagement with saidvalve stem, a bell crank lever having one end thereof adapted to engagewith said lever to lock the exhaust valve in its open position,centrifugal governor mechanism, and an extensible rod connecting saidgovernor mechanism and the other end of said bell crank lever andcomprising two tele-- scoping sections, and a spring for resisting thetelescoping movemen In testimony whereof I have signed my name to thisspecification in the presence of two subscribing witnesses. I

WILLIAM L. VVAYRYNEN. Witnesses:

E. A. RUBEN, WM. B. RUMANN.

